Guide to tyre management and maintenance on heavy vehicles
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Revised December 2020 Guide to tyre management and maintenance on heavy vehicles
Guide to tyre management and maintenance on heavy vehicles
Foreword
Tyres are too often neglected or
abused. As a vital element of vehicle
roadworthiness, they deserve
particular attention. And yet, the
condition of tyres has overtaken
braking systems as the most
common defect found on heavy
goods vehicles and trailers at the
roadside. Tyres also vie for the top
spot on bus and coach checks.
All operators are legally responsible
for maintaining vehicles and trailers
in a fit and serviceable condition.
The Traffic Commissioners have
regulatory powers over Licensed
operators. Drivers also have a clear
legal responsibility as the users of
vehicles. Operators must establish an
appropriate system of preventative
maintenance inspections and driver
daily walk round checks. Traffic
commissioners expect to see the likely risks assessed in line
with your business and systems designed to address those risks,
particularly where vehicles operate off-road.
This comprehensive guide and the companion drivers’ poster
provide authoritative practical advice expressing the standard
of professionalism expected of operators with regard to their
tyres. Traffic Commissioners welcome it and commend it to all
operators of heavy commercial vehicles.
Kevin Rooney & Sarah Bell
on behalf of the Traffic Commissioners
for Great Britain
2
Contents
1. Introduction 4
2. Tyre Management System 5
3. Tyre Choice and Fitting 6
4. Tyres In Service 9
5. Tyre Repairs 15
6. Regrooving 16
7. Retreading 17
8. Tyre Storage 18
9. Wheels 18
10. Training 18
11. Acknowledgements 20
12. Useful Contacts 20
3
Guide to tyre management and maintenance on heavy vehicles
1. Introduction
This guide contains essential information necessary to
the safe and efficient management of tyres fitted to
heavy vehicles: trucks, trailers, buses and coaches. It is
addressed to vehicle operators in the UK and reflects UK
regulations and operating conditions. The guidance may
not be applicable in countries outside the UK. Equally, not
all the advice may be applicable to specialist vehicles such
as cranes or mobile plant.
Tyres are a safety critical element of every vehicle on the
road. They are also one of the most highly regulated
automotive components. Tyre manufacturers exercise
great care in producing safe, reliable and compliant
products. However, the vehicle operator is responsible for
the tyre’s in-service condition. This responsibility is backed
by legal obligations concerning not only the condition of
the tyre but also the processes and procedures in place to
ensure that tyres in use are fit for purpose at all times.
4
2. Tyre Management System
A robust tyre management system is essential • That the location of trailers is tracked and
for any professional vehicle operator and the particular issues of inspecting and
should ensure: maintaining remote assets are addressed.
Specific attention should be given to the
• That tyres in service are appropriate to the
condition of tyres on little-used trailers,
vehicle and operating conditions;
mobile plant, etc.
• That all tyre pressures are checked monthly
• That a vehicle-specific tyre inflation
or at least at the same inspection frequency
pressure policy is established and
as declared on the Operator licence, at
periodically reviewed in light of operating
ambient temperature with a calibrated
experience;
gauge;
• That processes exist to distribute best
• That responsibility for regularly checking,
practice in tyre management throughout
reporting and maintaining tyre pressure
the fleet;
to policy is explicitly defined between the
vehicle lessor, lessee, maintenance garage, • That staff dealing with tyre management
operator, etc., as applicable; are properly trained and empowered to act
with sufficient authority;
• That personnel responsible for tyre pressure
maintenance have access to an airline • That any technician dealing with tyre
capable of inflating a tyre to the highest inspections or repairs is properly trained
pressure in the tyre inflation policy; and qualified;
• That vehicle tyres are regularly and • That drivers are properly trained and
closely examined for damage and wear equipped to recognise and report tyre
with mechanisms in place to address any issues;
identified issues;
• That any on-site tyres are properly stored.
• That tyre age is monitored and tyres fitted
Should you identify any discrepancies or
to the front steering axle are no more than
shortcomings between the contents of this
10 years old;
guide and your internal procedures you must
address them immediately.
5
Guide to tyre management and maintenance on heavy vehicles
3. Tyre Choice and Fitting
APPLICABLE REGULATIONS BASIC PRINCIPLES
Tyres are subject to extensive European and Briefly, the requirements of a tyre are:
International regulations. Compliance is
• To support the maximum authorised load
verified at type approval. It is illegal to sell
at the vehicle’s legal maximum speed;
tyres in the UK without the required type
approval marking (“E-mark”) on the sidewall. • To grip the road for control of the vehicle
in all conditions;
UK Construction and Use Regulation 27
require that tyres fitted on the same axle • To give the best possible ride and longevity
are of the same size and construction (radial, subject to the two criteria above.
cross-ply, etc) and that the load index and A tyre is defined by the following
speed symbol must at least match the vehicle characteristics:
plated weight and the maximum legally
permissible speed for the vehicle. • Size designation comprising section width,
aspect ratio and rim diameter;
• Construction — normally radial but less
RECOGNISED GUIDANCE frequently cross ply or bias belted;
BS AU 50-2.7b: 2017 Code of practice for the • Type of tread pattern according to
selection and care of tyres and wheels for individual manufacturer’s designation;
commercial vehicles.
• Load index and speed symbol (service
Recommendations published by the description).
European Tyre and Rim Technical
Organisation (ETRTO) cover many aspects of The operator must ensure that tyres are
tyre specification, use and management. responsibly sourced and endorsed for UK
and European use. Any tyre chosen as a
replacement should normally be of the same
size, construction, and service description
as the original equipment. Particular care
must be taken to ensure that the tyre load
capacity is equal to or greater than the axle
plated weight. Prior written approval is now
required from the vehicle manufacturer
before using a tyre with a different
specification from the vehicle’s original
equipment.
6
9
3 4
2
5
1 156/ 6 7
LOAD RANGE L 150
L CO
PLY STEE RD 10 L 15
14 SIDEWAATL9L001 KPA (130 PSI) COLD 15 4M 8
C
ES
OD ORD (8820 LBS) 860 KPA (125 PSI) COLD E 4 00026146 0
A C S ) AT 2566
AD EEL 00 KG 390 LBS 7S
AN LY ST LE 40 KGS (7
A C 5 P SING 3350
2R2
RE
US EAD OAD DUAL GR 13
TR L
X AD DO
MA X LO
MA TX O
X12
XX
OV
X
AB
XX
LE
XX
11
XX
X
PRINCIPAL TYRE MARKINGS
1 Tyre Section width 7 Speed symbol 11 Manufacturing date code
2 Aspect ratio 8 Additional service 12 DOT manufacturing
3 Construction (R=radial) description / Unique point site code
4 Rim diameter (inches) 9 Location of tread 13 Regroovable tyre
wear indicator 14 Data not applicable to
5 Load Index (single tyre)
10 Approval numbers European markets
6 Load Index (dual mounted)
TYRE CHOICE size, service description and wear are
twinned together. The difference between
Steering axle: It is generally not
the remaining tread pattern depths on
recommended to fit tyres designated for
twinned tyres should not generally be
drive axle use on the steering axle of a
greater than 4mm at the same stage of tyre
vehicle as the handling may be adversely
life (i.e. new, regrooved or retreaded). It is
affected. It is strongly recommended that
not recommended to twin regrooved tyres
only new tyres or re-grooved new tyres
with un-regrooved tyres. Equally, twinning
should be fitted to steering axles and this is
different brands of tyre is not recommended
a requirement of Tempo 100 certification.
as casing characteristics may differ, possibly
On rear/ drive axles care should be taken causing accelerated wear to one tyre.
to ensure that only tyres of the same type,
7
Guide to tyre management and maintenance on heavy vehicles
Winter use: Historically, tyres offering stretched, or damaged. Care must also be
improved winter mobility have been marked taken when removing a tyre from the rim not
“M + S”. This reflected the manufacturer’s to damage the bead area or casing plies in
assessment of the tyre’s performance any way.
on snow. More recently the snow grip
If circumstances permit it is preferable to
pictogram (Alpine or 3PMSF symbol)
remove the wheel from the vehicle before
has been introduced. This
replacing the tyre. This will enable both the
identifies that the tyre meets an
condition of the wheel rim and the correct
objective performance standard
fitting of the tyre to be thoroughly checked.
contributing to improved
It will also reduce the risk of working on a
winter mobility.
jacked and propped vehicle.
Rolling resistance: Tyres account for 20-30%
of the fuel consumption and CO2 emissions
of a heavy commercial vehicle. In order to DIRECTIONAL TYRES
reduce their environmental impact many new Directional tread patterns allow optimised
vehicles are fitted with low rolling resistance tread wear performance. The use of a
tyres. To maintain this performance directional tyre in the opposite direction does
replacement tyres should be of the same not constitute an unsafe condition: although
rolling resistance class as the original not optimal, performance and handling
equipment. will not be compromised. If a directional
Many passenger carrying vehicle (PCV) tyre shows an irregular wear profile, (for
operators will have to register Local Service example, a sloped wear pattern) it may be
Buses with the Traffic Commissioner. In those turned on the rim and run in the opposite
cases, the vehicles can be fitted with “J” direction with no detriment to other
speed rated tyres, limited to a maximum performance criteria.
speed of 100 km/h. This enables the fitment In such cases, it is recommended that all tyres
of especially robust urban bus tyres. on the same axle should be turned on the rim
so that all rotational arrow markings face in
the same direction. When turning these tyres
FITTING on the rim or moving them from side to side
Tyres should only be fitted by suitably on a vehicle, they should be treated in all
qualified personnel using appropriate other respects in the same way as any other
equipment and following correct procedures. tyre.
Correct tyre fitting will ensure that the tyre
is mounted concentrically on the rim and
that the bead area has not been distorted,
8
4. Tyres in Service
75% of Tread Width
APPLICABLE REGULATIONS
Construction and Use Regulation 27 requires
that a tyre shall be suitable to its application
and correctly inflated. The regulation also
specifies limits to acceptable damage and
the minimum requirements regarding tread 1.0mm Minimum
depth. Pattern must be visible
Tread depth on heavy vehicles must not
be less than 1mm at any point across a 75% of Tread Width
continuous band covering at least 75% of the
width of the tread around the circumference
of the tyre. (The minimum depth for vehicles
up to 3.5 Tonnes GVW is 1.6mm). The tread
pattern must also be visible across the
remainder of the tread. For this purpose, the 1.0mm Minimum
measurement area of the tread is in contact Pattern must be visible
with the road surface when the tyre is
correctly inflated and under normal use. 75% of Tread Width
RECOGNISED GUIDANCE
Detailed guidance regarding in-service
issues is contained in the recommendations
1.0mm Minimum
published by ETRTO.
Pattern must be visible
IRREGULAR TREAD WEAR cornering and roundabouts on UK roads,
Tyre wear should be checked frequently misalignment or sometimes, under inflation.
because once a wear pattern becomes firmly Equally, drive axle tyres frequently wear
established it becomes difficult to stop, even faster on the inner edge of the inner tyres.
if the underlying cause is corrected. Turning the tyre on the rim, if carried out
at the correct time, can considerably extend
Tyres on steering axles, particularly on the tyre life and provide cost savings. A tyre
nearside, often wear more on one shoulder should be turned on the rim early enough to
than the other. This can be due to the road equalise the wear. A difference greater than
camber, the continuous 3mm from one shoulder to the other should
instigate a turn on rim.
9
Guide to tyre management and maintenance on heavy vehicles
SIDEWALL ABRASION To demonstrate legal compliance the size
and service description markings must be
When the sidewall lettering (or sidewall wear
legible on at least one side of the tyre.
indicator, if applicable) starts to disappear,
Tyres with severe kerbing damage must be
the vehicle operator should turn the tyre
removed from service: it is illegal for the
on the rim or move it to a less aggressive
reinforcement plies to be exposed.
position on the vehicle so that the worn
sidewall is protected from further damage.
Type of Shoulder wear -
Centre wear One-sided wear Diagonal wear Flat spots
wear both sides
Cause Over inflation Under-inflation 1. Excessive toe 1. Mis-mounting Excessive sharp
or incorrect or incorrect 2. Excessive of tyre and braking.
matching of tyres matching of tyres camber wheel assembly Brakes locking,
and rims. May and rims. 3. Non parallel to trailer for example as a
also occur on high axles 2. Mis-matched result of incorrect
torque drive axle 4. Bent axle twins adjustment of
applications. 5. Non – uniform 3. High speed trailer brake
tyre and wheel empty running controls or
assembly 4. Improper defective brakes.
6. Severe bearing
operating adjustment
conditions. 5. Toe out.
Correction Adjust pressure Adjust pressure Identify and Identify and Avoid harsh
to the to the correct mechanical correct mechanical braking. Check
recommended recommended defect. If wear defect. If wear brakes and
level for the level for the is not too severe is not too severe braking system
particular tyre particular tyre turn tyre on rim. turn tyre on rim. and correct any
location and load. location and load. malfunction.
1020
80% INFLATION
0
120 100% INFLATION 80 70 60 50 40 30
% Inflation Pressure
WHEEL ALIGNMENT 110
It is important that a vehicle’s wheels are
% Fuel Consumption (constant speed)
108
correctly aligned. Poor alignment will affect:
106
• Tyre wear
• Vehicle handling 104
3% MORE FUEL USED
• Fuel economy
102
TOE-OUT:
inside 100
100 20% UNDER INFLATION 55
shoulders % Inflation Pressure
TOE-IN:
outside
shoulders Optimal inflation pressure is influenced by
operating conditions (load, speed, etc) and
vehicle and tyre characteristics. The vehicle
CORRECT INFLATION operator should procure and follow the
specific pressure recommendations provided
The maintenance of correct tyre pressures
by the tyre manufacturer for the vehicle type
is extremely important, not only from the
and application.
performance and safety aspects but also
from the tyre life point of view. Furthermore, Tyre pressures should be checked when the
correct tyre pressures produce the best ride tyre is at ambient temperature. Tyre inflation
and handling of the vehicle. equipment should be regularly calibrated in
line with the manufacturer’s guidelines.
Under-inflation can seriously reduce tyre
service life and increase fuel consumption: The valve cap is the primary air seal and
must always be fitted (the valve allows the
tyre to be inflated and deflated; it should
120
not be treated as a seal). High pressure valve
100% TYRE LIFE caps should always be used and replaced as
80 25% TYRE necessary.
LIFE LOST
% Tyre Life
60
40
20
80% INFLATION
0
120 100% INFLATION 80 70 60 50 40 30
% Inflation Pressure
11
110Guide to tyre management and maintenance on heavy vehicles
Tyre pressure maintenance is widely 180° opposite to each other and fitting a
neglected on the inner tyres of twin wheels. good quality valve extension to the inner
This is a major cause of accelerated wear wheel will facilitate regular tyre pressure
and premature tyre failure. Ensuring maintenance.
that the inner and outer valves are fitted
RESPONSES TO UNDER-INFLATION
0 - 10% Examine for external damage before re-inflation
under-inflation Re-inflate as soon as possible
Examine for external damage before re-inflation
10 - 20%
Re-inflate immediately
under-inflation
Monitor for continuing deflation
Remove tyre from rim and inspect for possible internal damage
20% +
Take extra care on re-inflation: increased risk of sidewall “zipper” failure
under-inflation
Monitor for continuing deflation
12RETRO-FIT TYRE PRESSURE BULGES
MONITORING SYSTEMS (TPMS) Sidewall undulations can result from normal
A wide range of products is available at manufacturing processes or a satisfactory
increasingly competitive prices. Proven repair. However, a bulge can indicate internal
benefits include a significant reduction in separation or partial failure of the tyre
tyre-related breakdowns, longer tyre life and structure. A bulge due to a repair will be
improved fuel consumption. Some systems solid, feeling firm to hand pressure and will
will link to vehicle telematics allowing the not deflect as would a bulge associated with
communication to the operating centre of casing separation. If in doubt a qualified tyre
alerts highlighting issues to be addressed. technician should be consulted.
AXLES FITTED WITH KINETIC OIL, PETROL, DIESEL
ENERGY RECOVERY SYSTEMS Many industrial chemicals and solvents,
Kinetic Energy Recovery Systems (KERS) including oils, petrol and diesel, can damage
offer improved fuel economy by conserving tyres. These contaminants should be removed
braking energy and releasing it as the vehicle using plenty of water and a mild detergent.
accelerates. In this context the KERS axle Severe contamination may render the tyre
contributes to driving the vehicle forward. As unusable.
such, it should be fitted with a tyre suitable
for a drive axle. “Trailer use only”, “Trailer
use” and “FRT” tyres are not suitable for use OBJECT TRAPPED BETWEEN
on KERS-equipped axles. TWINNED TYRES
Any object trapped between twinned tyres
should be removed. It may be necessary to
Other Tyre Conditions: deflate the tyres or dismount the outside
CUTS & TEARS wheel in order to do so. Both tyres may have
been damaged and should be thoroughly
Cuts & tears could permit water to reach the
inspected by a competent tyre technician
casing or bracing plies, causing corrosion that
before re-entering service.
may weaken the structure of the tyre if the
exposure is prolonged. In addition to being
potentially illegal, such damage could render
the tyre unacceptable for retreading. Repair
in accordance with BS AU 159g:2013 should
be pursued as soon as possible.
13Guide to tyre management and maintenance on heavy vehicles
AGEING AGEING: APPLICABLE
Tyres can deteriorate with age: this REGULATIONS
may show as cracking or crazing on the From 1st February 2021 Construction and
sidewall or in the grooves of the tread Use Regulation 27 will not permit the use of
pattern. Similar damage can be caused by tyres in excess of 10 years of age on the front
overheating resulting from under inflation or steered axle(s) of heavy goods vehicles, buses
overloading. In severe cases, either cause can and coaches. It will also be a requirement for
lead to separation of the inner components all tyres on these vehicles to display a date
of the tyre. code. Detailed provisions are contained in
Tyre ageing is not a function of the passage the Regulations.
of time alone but rather the cumulative The date of manufacture of a new tyre
exposure to adverse environmental and can be determined from the DOT code
operational factors. Prolonged exposure marked on the sidewall. The final four digits
to ozone or ultra-violet light can affect the show the calendar week and the year of
natural and synthetic rubbers used in tyres. manufacture. The tyre in the photograph
Tyre manufacturers incorporate additives was manufactured in week 08 of 2020.
to reduce this phenomenon. The flexing of On retreaded tyres the most recent date
the tyre in normal use helps the diffusion of remanufacture is shown. Consult the
of these additives to the surface of the tyre remanufacturer for details of the relevant
where they act against the adverse effects of marking.
exposure to ozone and ultra-violet light. This
diffusion process is greatly reduced in tyres
fitted to vehicles that are used infrequently.
Consequently, such tyres are more
susceptible to degradation caused by adverse
environmental factors than tyres on vehicles
that are used frequently. Spare wheels are a
case in point.
If a tyre is showing signs of ageing its
condition should be assessed by a competent
tyre technician. Some tyre manufacturers
recommend that tyres over 10 years old
should be withdrawn from service.
145. Tyre Repairs
It is vital that any repair is undertaken by • Tyre filler should only be used for
a trained operative. All tyre repairs should localised cosmetic repairs where there is
follow the recommendations contained no penetration or ply damage. Tyres with
within BS AU 159g:2013. damage that extends to the reinforcement
cords should be assessed by a qualified
Prior to affecting a repair, the following
repair technician and, where appropriate,
important points should be borne in mind:
only repaired in accordance with BS AU
• External plugging (string repair) is for 159g:2013.
short-term temporary repairs only, eg to
get the vehicle into a position where it
can be jacked safely. A string repair is not MAJOR REPAIRS
suitable to return the vehicle into normal
Heavy vehicle tyres with major repairs
service.
conforming to the British Standard must be
• Temporary repairs should not be applied to marked by the repair agent, radially in line
sidewall damage. with each repair at a point just above the
area covered by the rim flange. The marking
• A permanent repair requires the removal
must be permanently legible with the
of the tyre from the rim in order to allow
number of the British Standard, i.e. BS AU
an internal examination by a competent
159g:2013, and with the repairer’s name or
tyre technician and the application of
identification mark. The minimum height of
suitable repair materials from the inside of
the characters must be 4mm.
the tyre.
It is recommended that tyres that have been
• The insertion of a tube to affect a
subject to a major repair as defined in BS
‘repair’ to a minor penetration is not
AU 159g:2013 should be fitted to a rear axle
recommended.
position only.
• Liquid tyre sealants are not considered to
be a permanent repair in accordance with
BS AU 159g:2013.
15Guide to tyre management and maintenance on heavy vehicles
6. Regrooving
APPLICABLE REGULATIONS the upper belts of the tyre, and to ensure
that an adequate layer of rubber is left to
Construction and Use Regulations 24 and 27
protect them. Tyre manufactures supply
apply. Only tyres identified on the sidewall as
specific instructions regarding the patterns
regroovable may legally be regrooved. This
and procedures to follow in the regrooving
applies to both new and retreaded tyres. It is
of tyre treads. These include recommended
also a legal requirement that any regrooving
groove widths and the depth of rubber
must follow the pattern specified by the
to remove from the base of the original
manufacturer. If the tyre cords are exposed
grooves.
as a result of regrooving the tyre is no longer
legal and must be withdrawn from service. Regrooving should normally be carried
out on the entire tread according to the
recommended pattern and procedure.
BASIC PRINCIPLES However, where a tyre has worn abnormally,
The regrooving operation consists of cutting it may be possible to regroove just that
into the tread of a tyre a tread pattern part of the worn tyre, provided a sufficient
deeper than the original, so as to prolong the portion of the original groove is visible
tyre’s useful life. When regrooving, it is of before regrooving. Clearly, this precludes
fundamental importance to avoid exposing further re-grooving later in the tyre’s life.
Original Profile
1 Bottom of tread pattern 5 Profile before regrooving
2 Tread wear indicator 6 Layer of under tread rubber
3 Regroove depth indicator
4 Layer of under tread rubber
Thickness of rubber Thickness of rubber
to be regrooved to be retained 2mm
2
6
1 5
3
4
167. Retreading
Retreaded heavy vehicle tyres offered for that retreaded tyres are no more likely to fail
sale in Europe must comply with UN ECE in service than first life tyres.
Regulation 109. This ensures that retreaded
Although in all respects modern retreaded
tyres meet the same standard for structural
tyres are equivalent to new tyres, there is a
integrity under endurance testing as
long-standing industry convention generally
new tyres.
to not fit retreaded tyres to front steer axles,
Retreading involves the remanufacturing of except in certain low speed applications.
a worn tyre casing to “as new” condition. This was born out of historical prudence
In all cases it involves the replacement of before the introduction of present-day
tread rubber and may include the renovation non-destructive testing methods. Since tyres
of the shoulder and sidewalls. The safety, cannot be retreaded indefinitely, there is also
performance and structural integrity of the practical necessity to introduce new tyres
a retreaded tyre depend largely on the into the retreading cycle.
condition of the original tyre casing. All tyre
Including retreaded tyres in an integrated
casings selected for retreading are subjected
tyre management programme offers
to extensive examination and non-destructive
improved lifecycle costs and greatly reduced
testing to establish the casing’s structural
environmental impact.
integrity and suitability for continued use.
Recent research by Highways England into
the source of roadside tyre debris concluded
17Guide to tyre management and maintenance on heavy vehicles
8. Tyre Storage 10. Training
Detailed guidance regarding the storage Operators must ensure that they provide
of tyres is contained in the ETRTO sufficient training to enable their staff to
recommendations. carry out competently the duties they are
assigned. A range of appropriate training
Tyres should be kept in a cool, dry, and
courses will be necessary according to the
moderately ventilated environment away
roles or duties concerned.
from any possible contact with oil or
hydrocarbon solvents or lubricants. They
should be kept away from sources of heat
DRIVER TRAINING
such as pipes or radiators and be protected
from exposure to sunlight and strong It is a duty of the driver of a PCV or LGV
artificial lighting. Avoid storage near any (Large Goods Vehicle) to ensure that the tyres
electrical equipment which may produce on the vehicle they will be driving are fit for
sparks, such as arc welding equipment. purpose and safe to use. Each driver must
carry out a thorough vehicle walk around
Tyres should be stored in a relaxed condition
check before undertaking their journey /
free from tension, compression or other
duty. The driver must be competent enough
deformation, ideally arranged vertically.
to identify if a tyre fulfils legal requirements.
Driver induction training should include a
module detailing tyre inspection and defect
9. Wheels recognition and reporting procedures. This
training should be refreshed at least every 5
years.
All the issues relating to the care and
maintenance of wheels and correct wheel Drivers and Operator licence holders are also
nut re-torquing are covered comprehensively reminded that the first use driver check forms
in the IRTE / Logistics UK guide “Wheel part of a preventive maintenance programme
security” and BS AU 50‑2.7b:2017. and is an essential part of Operator licence
obligations.
18Regular checks and audits must be carried guidelines and any other relevant policy
out by Transport Managers and / or relating to wheels and tyres. Maintenance
supervisory staff to ensure that checks facilities should have policies and guidelines
are thorough and effective. Appropriate on clear display and have sufficient clean
training will be needed to deliver this tools and work areas to enable effective
responsibility. Records of audits should inspection and repairs to be carried out.
be kept as evidence – failure to have a
robust system in place will jeopardise your
Operator’s licence. TYRE TECHNICIANS
A first user check-list for tyres is available It is now common practice for many PCV or
here. Tyre checks are also included in the LGV Operators to use tyre manufacturers
DVSA video guidance for daily walkaround or appointed agents to maintain their
checks on HGV and PSV. fleet tyres under a maintenance contract.
Operators have realised the benefits of
using an appointed tyre expert over recent
VEHICLE MAINTENANCE STAFF years. There are obvious benefits to road
worthiness compliance, safety, efficiency
Any person who undertakes vehicle
and not least, financial performance.
maintenance must be competently trained
to identify tyre irregularities and staff If operators choose to maintain their
must be able to prevent premature tyre own tyres, they must ensure that the
failures by identifying wear patterns and tyre technician has adequate recognised
changes in vehicle characteristics. They training, accreditation and experience
should have received formal training such relevant to their particular fleet. Many tyre
as City & Guilds / NVQ / IMI / Irtec in vehicle manufacturers offer training packages from
maintenance. basic awareness to thorough accredited
technician status award.
Staff must also be aware of manufacturers’
/ operators’ tyre pressure maintenance
19Guide to tyre management and maintenance on heavy vehicles
11. Acknowledgements
This revised guide is the result of Standards Agency. Thanks are also due to
collaboration between the British Tyre the Confederation of Passenger Transport,
Manufacturers’ Association and the Logistics UK and the Road Haulage
Imported Tyre Manufacturers’ Association Association for their useful contributions.
with the support of the Driver and Vehicle
12. Useful Contacts
ORGANISATION CONTACT PHONE
Driver and Vehicle Standards Agency enquiries@dvsa.gov.uk 0300 123 9000
British Tyre Manufacturers’ Association Info@btmauk.com 01787 226995
Confederation of Passenger Transport operations@cpt-uk.org 020 7240 3131
Imported Tyre Manufacturers Association www.itma-europe.com 08453 700145
Logistics UK enquiry@logistics.org.uk 0371 711 2222
National Tyre Distributors Association info@ntda.co.uk 01296 482128
Road Haulage Association www.rha.uk.net 01274 863100
Society of Operations Engineers/IRTE soe@soe.org.uk 020 7630 1111
Bridgestone Europe NV/SA (UK Branch) Bsuk.technical@bridgestone.eu 01926 488580
Continental Tyre Group Ltd administrator.technical@conti.de 01788 566240
Goodyear Tyres (UK) Ltd tyre.techuk@goodyear.com 08453 453453
GiTi Tire (UK) Ltd technical@eu.giti.com 01565 831910
Hankook Tyre (UK) Ltd info@hankooktire.com 01327 304100
Michelin Tyre plc business.michelin.co.uk 0845 366 1598
Several of the professional bodies listed above offer training courses
relevant to tyre management. In addition, many tyre manufacturers
offer specialist training courses covering numerous aspects of tyre
use and management.
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